CN111322332B

CN111322332B - Wear amount calculation device, abnormal wear determination device, and brake device

Info

Publication number: CN111322332B
Application number: CN201911282678.2A
Authority: CN
Inventors: 井原一征; 吉村忠史; 大家秀幸; 松田泰幸
Original assignee: Nabtesco Corp
Current assignee: Nabtesco Corp
Priority date: 2018-12-17
Filing date: 2019-12-13
Publication date: 2022-05-10
Anticipated expiration: 2039-12-13
Also published as: JP2020097958A; JP7262992B2; TW202026545A; CN111322332A; TWI732352B

Abstract

The invention provides a wear amount calculation device, an abnormal wear determination device, and a brake device. The work for replacing the brake shoe is simplified. The wear amount calculation device is provided with an angle sensor (89) for detecting the rotational angle position of a boom (76) that rotates together with a brake shoe (40). The angle sensor (89) is attached to a connection portion between the projection (71A) and the boom (76) in the brake device (50). The wear amount calculation device is also provided with a calculation unit for calculating the wear amount of the brake shoes (40). The calculation unit calculates the amount of wear of the brake shoe (40) based on an initial value of the rotational angular position of the boom (76) relative to the projection (71A) about the coupling pin (83) and a current value of the rotational angular position of the boom (76) relative to the projection (71A) about the coupling pin (83).

Description

Wear amount calculation device, abnormal wear determination device, and brake device

Technical Field

The invention relates to a wear amount calculation device, an abnormal wear determination device, and a brake device.

Background

Patent document 1 describes a tread brake type brake device used for a railway vehicle. A wear detection device that detects that the brake shoes have worn to a predetermined wear limit is applied to this brake device. The wear detection device of patent document 1 includes a transponder attached to a brake shoe and a transceiver disposed outside a railway vehicle. The transponder is mounted in a position to contact the wheel when the brake shoes are worn to a wear limit. When the brake shoes are worn to the wear limit, the transponder comes into contact with the wheel and is broken. On the other hand, the transceiver transmits a radio wave to the transponder, and detects the state of the brake shoe based on the presence or absence of a signal from the transponder. Specifically, when a signal from the transponder is input to the transceiver, the transceiver determines that the brake shoes are not worn to a predetermined wear limit. In contrast, if the transceiver does not receive a signal from the transponder, the transceiver determines that the brake shoes are worn to a predetermined wear limit.

Documents of the prior art

Patent document

Patent document 1: japanese laid-open patent publication No. 2002-250383

Disclosure of Invention

Problems to be solved by the invention

In the wear detection device of patent document 1, it is necessary to mount a transponder with respect to a brake shoe every time the brake shoe is replaced. Therefore, in the wear detection device of patent document 1, the work at the time of replacing the brake shoes is liable to become complicated. Therefore, in a wear detection device applied to a brake device, it is required to be able to appropriately detect the amount of wear of a brake shoe and also to simplify the work at the time of replacing the brake shoe. The same problem occurs not only in a wear detection device applied to a tread brake type brake device but also in a wear detection device applied to a disc brake type brake device.

Means for solving the problems

The wear amount calculation device for solving the above problem includes: a detection unit that detects positions of components of a brake device that moves together with a brake unit that generates a braking force based on a frictional force; and a calculation unit that calculates an amount of wear of the brake unit based on the position of the component detected by the detection unit at an arbitrary time point and the position of the component detected by the detection unit at a time point later than the arbitrary time point.

In the above configuration, the detection unit is attached to a component of the braking device that moves together with the braking unit, and is not attached to the braking unit itself. Therefore, the work of attaching the detection unit to the brake unit is not required when the brake unit is replaced. Therefore, the work for replacing the brake unit can be simplified.

In the above configuration, the component may be a member that rotates in opposite directions about a rotation axis when the braking portion is braking in a direction approaching a braking target and when the braking portion is not braking in a direction away from the braking target, the rotation axis may be exposed to an outside of the braking apparatus, and the detection portion may detect a rotational position of the component about the rotation axis. In the above configuration, the rotating shaft is exposed to the outside of the brake device, and therefore, the work of attaching the detection unit to the brake device can be easily simplified.

In the above configuration, the calculation unit may calculate the wear rate of the brake unit based on a wear amount of the brake unit at an arbitrary time point and a wear amount of the brake unit at a time point later than the arbitrary time point. In the above configuration, the time for replacing the brake unit can be predicted based on the wear rate of the brake unit.

In the above configuration, the calculation unit may be attached to a position above an air spring fixed to the bogie. In the above configuration, the vibration transmitted to the calculation unit is smaller than in a configuration in which the calculation unit is attached to a position lower than the air spring. Therefore, the occurrence of a failure in the calculation unit due to vibration can be suppressed.

An abnormal wear determination device for solving the above problem includes: a plurality of detection units, provided for each of the plurality of brake devices, for detecting positions of components of the brake devices that move together with the brake unit that generates a braking force based on a frictional force; and a calculation unit that calculates an amount of wear of the brake unit of each of the brake devices based on the position of the component of each of the brake devices detected by the plurality of detection units at an arbitrary time point and the position of the component of each of the brake devices detected by the plurality of detection units at a time point later than the arbitrary time point, and determines abnormal wear of the brake unit of each of the brake devices by comparing the amounts of wear of the brake units of the plurality of brake devices.

In the above configuration, abnormal wear may occur in which the amount of wear of a part of the braking portions driven by the plurality of braking devices becomes excessively larger than the amount of wear of the other braking portions. In the above configuration, abnormal wear of a part of the braking portion can be found by comparing the wear amounts of the plurality of braking portions.

The brake device for solving the above problems includes: a detection unit that detects positions of components of a brake device that moves together with a brake unit that generates a braking force based on a frictional force; a calculation unit that calculates an amount of wear of the brake unit based on the position of the component detected by the detection unit at an arbitrary time point and the position of the component detected by the detection unit at a time point later than the arbitrary time point; a driving unit that is a driving source for moving the braking unit; and a mechanism portion provided for transmitting the driving force from the driving portion to the braking portion, the mechanism portion including the constituent components in a part thereof.

In the above configuration, the braking device includes a wear amount calculation device. Therefore, for example, the mounting work for the bogie can be simplified as compared with a case where the brake device and the separate wear amount calculation device are mounted to the bogie separately.

ADVANTAGEOUS EFFECTS OF INVENTION

According to the present invention, the work for replacing the brake unit can be simplified.

Drawings

Fig. 1 is a schematic view of a railway vehicle according to embodiment 1.

Fig. 2 is a sectional view of the brake device of embodiment 1 before the brake shoes are worn.

Fig. 3 is a sectional view of the brake device according to embodiment 1 after the brake shoe is worn.

Fig. 4 (a) to (d) are plan views showing variations of the gap adjusting mechanism according to embodiment 1.

Fig. 5 is a flowchart showing the wear determination process according to this embodiment.

Fig. 6 is a sectional view of the brake apparatus of embodiment 2 before the brake pads are worn.

Fig. 7 is a sectional view of the brake apparatus of embodiment 2 after the brake pads have been worn.

Description of the reference numerals

A. An arrow; B. an arrow; C. an arrow; D. an arrow; E. an arrow; F. an arrow; G. an arrow; H. an arrow; I. an arrow; J. an arrow; K. an arrow; l, arrow; m, an arrow; x, the variation of the detection value; z, a predetermined value; 10. a vehicle body; 20. a control device; 21. a control unit; 22. a calculation section; 25. a display; 30. a bogie; 31. an axle; 32. a wheel; 32a, a tread; 33. a disc; 35. an air spring; 40. a brake shoe; 50. a braking device; 60. a drive section; 61. a drive housing; 61a, a bottom wall; 61b, an introduction hole; 62. a piston; 63. an output shaft; 64. a spring; 70. a mechanism section; 71. a mechanism housing; 71a, an opening; 71A, a protrusion; 72. a lever; 72A, an abutting portion; 72a, a fixing hole; 73. sheath rod (Japanese: さや rod); 73a, a cylindrical portion; 73b, spherical bearings; 73c, a gear portion; 73d, a connecting gear; 74. a push rod; 74a, a threaded portion; 74b, a fixed part; 74d, a tilt aperture; 75. a brake shoe holder; 76. a boom; 77. adjusting the nut; 77A, a connecting spring; 77B, a connecting gear; 78. a fulcrum; 79. a cover; 81. a connecting pin; 82. a connecting pin; 83. a connecting pin; 84. a tilt pin; 89. an angle sensor; 90. a gap adjusting mechanism; 91. a 1 st link; 91A, a roller part; 91B, a cylindrical portion; 92. a spring receiving portion; 92a, a through hole; 93. 1 st helical spring; 94. a tooth pressing portion; 95. a 2 nd connecting rod; 95A, a support shaft; 95B, a connecting pin; 96. 1 st support part; 97. a claw portion; 97a, a tip portion; 98. a 2 nd coil spring; 98A, a fixing pin; 99. a 2 nd support part; 100. a railway vehicle; 140. a brake pad; 150. a braking device; 160. a drive section; 161. a main body portion; 162. an output section; 170. a mechanism section; 171. an arm; 173. a support portion; 176. an installation part; 181. a connecting pin; 183. a connecting pin; 185. a connecting pin; 189. an angle sensor.

Detailed Description

(embodiment 1)

Hereinafter, embodiment 1 will be described with reference to fig. 1 to 5.

As shown in fig. 1, a railway vehicle 100 includes a vehicle body 10 defining an interior space. The vehicle body 10 has a rectangular box shape as a whole, and extends in the vehicle front-rear direction (the left-right direction in fig. 1).

The bogie 30 is mounted on the lower surface of the vehicle body 10 via an air spring 35, and the air spring 35 absorbs vibration by elasticity of compressed air. Two bogies 30 are arranged so as to be separated in the vehicle front-rear direction. An axle 31 extending in the vehicle width direction (the depth direction of the paper in fig. 1) is rotatably attached to each truck 30. Two axles 31 are disposed on each bogie 30 so as to be separated in the vehicle front-rear direction. Wheels 32 having a disk shape as a whole are fixed to both end portions of the axle 31.

As shown in fig. 1, a brake device 50 for braking rotation of the wheel 32 is attached to the bogie 30. As shown in fig. 2, the brake device 50 is a so-called tread brake type brake device that brakes the rotation of the wheel 32 by bringing a brake shoe 40 as a brake portion into contact with a tread surface 32a (outer peripheral surface) of the wheel 32 to be braked. A total of 8 braking devices 50 are mounted on the railway vehicle 100 so as to correspond to a total of 8 wheels 32.

As shown in fig. 2, the brake device 50 is disposed adjacent to the wheel 32 on one side (the right side in fig. 2) of the wheel 32 in the vehicle longitudinal direction. The braking device 50 includes: a drive unit 60 which is a drive source for moving the brake shoe 40; and a mechanism unit 70 for transmitting the driving force from the driving unit 60 to the brake shoe 40.

The drive housing 61 in the drive portion 60 is formed in a bottomed cylindrical shape extending in the vehicle front-rear direction as a whole. An introduction hole 61b for introducing compressed air from an unillustrated air source is formed through a bottom wall 61a on the other side (left side in fig. 2) of the drive case 61 in the vehicle longitudinal direction.

A piston 62 having a substantially circular disk shape is disposed inside the drive case 61. The outer diameter of the piston 62 is substantially the same as the inner diameter of the drive housing 61. The piston 62 is disposed such that the center axis of the piston 62 coincides with the center axis of the drive housing 61. Thus, the internal space of the drive housing 61 is partitioned by the piston 62 into a space on the side of the bottom wall 61a (left side in fig. 2) and a space on the opposite side of the bottom wall 61a (right side in fig. 2).

A substantially rod-shaped output shaft 63 protrudes from a surface of the piston 62 on the opposite side of the bottom wall 61 a. The output shaft 63 extends on the central axis of the piston 62. The output shaft 63 extends to the outside of the drive housing 61.

A spring 64 for biasing the piston 62 toward the bottom wall 61a is disposed in a space on the opposite side of the bottom wall 61a of the internal space of the drive housing 61. When the compressed air is introduced into the internal space of the drive housing 61 through the introduction hole 61b, the piston 62 moves toward the side opposite to the bottom wall 61a against the urging force of the spring 64. On the other hand, when the compressed air is not introduced into the drive case 61 through the introduction hole 61b, the piston 62 moves toward the bottom wall 61a due to the biasing force of the spring 64.

A mechanism case 71 is fixed to one side of the drive case 61 in the vehicle front-rear direction. The mechanism case 71 has a rectangular box shape as a whole, and extends downward from a surface of the drive case 61 on one side in the vehicle longitudinal direction. The internal space of the mechanism housing 71 communicates with the internal space of the drive housing 61. A part of the drive unit 60 on the tip end side of the output shaft 63 is located inside the mechanism case 71. In the present embodiment, the mechanism case 71 is integrally formed with the drive case 61.

One end of a rod-shaped lever 72 is coupled to a distal end portion of the output shaft 63 via a coupling pin 81 inside the mechanism case 71. The lever 72 is rotatable about the coupling pin 81 with respect to the distal end portion of the output shaft 63. The lever 72 extends from the distal end portion of the output shaft 63 substantially downward. A part of the lever 72 in the middle in the longitudinal direction (in the present embodiment, a part slightly below the center in the longitudinal direction) is supported by the mechanism case 71 via a support shaft 78. The lever 72 is rotatable about a support shaft 78 with respect to the mechanism case 71. The contact portion 72A projects toward one side in the vehicle longitudinal direction from a portion of the lever 72 on the upper side than the support shaft 78. A fixing hole 72a penetrates the other end portion of the lever 72 in the vehicle front-rear direction. The inner diameter of the fixing hole 72a is largest at the center portion in the vehicle longitudinal direction and smallest at both end portions in the vehicle longitudinal direction. Further, the inner peripheral surface of the fixing hole 72a is formed in an arc shape in a cross-sectional view taken along a direction orthogonal to the vehicle longitudinal direction.

A sheath rod 73 is connected to a fixing hole 72a of the lever 72 in the mechanism case 71. The sheath rod 73 includes: a cylindrical portion 73a having a cylindrical shape; a spherical bearing 73b projecting from the outer peripheral surface of the cylindrical portion 73 a; a gear portion 73c protruding from the outer peripheral surface of the cylindrical portion 73 a; and a coupling gear 73d protruding from one end portion in the central axis direction in the cylindrical portion 73 a.

The spherical bearing 73b is located on the other side of the center in the central axis direction of the cylindrical portion 73 a. The spherical bearing 73b extends over the entire circumferential area (360 degrees) of the cylindrical portion 73a on the outer circumferential surface of the cylindrical portion 73 a. The outer surface of the spherical bearing 73b is arc-shaped in cross section in a direction orthogonal to the vehicle front-rear direction, and has a curvature substantially equal to that of the inner circumferential surface of the fixing hole 72 a. The gear portion 73c is located on one side of the center of the cylindrical portion 73a in the central axis direction. The gear portion 73c is formed of teeth projecting radially outward of the cylindrical portion 73a and arranged at equal intervals in the circumferential direction of the cylindrical portion 73 a. The coupling gear 73d is constituted by a tooth portion that protrudes from an end surface on one side in the central axis direction in the cylindrical portion 73a to one side in the central axis direction and is arranged at equal intervals in the circumferential direction of the cylindrical portion 73 a. Further, a female screw (a screw groove) is spirally cut on the inner circumferential surface of the cylindrical portion 73 a.

The spherical bearing 73b of the sheath rod 73 is attached to the fixing hole 72a of the lever 72 such that the gear portion 73c of the sheath rod 73 is positioned on one side in the vehicle front-rear direction. Thereby, the outer peripheral surface of the spherical bearing 73b of the sheath rod 73 slides on the inner peripheral surface of the fixing hole 72a, and the sheath rod 73 can rotate to some extent with respect to the lever 72.

A push rod 74 is connected to the inside of the cylindrical portion 73a of the sheath rod 73. The push rod 74 includes a screw portion 74a extending in the vehicle front-rear direction. An external thread (thread) is provided spirally on the outer peripheral surface of the screw portion 74a of the plunger 74. The thread portion 74a is partially disposed inside the cylindrical portion 73a of the sheath rod 73 in the extending direction, and is engaged with the female thread on the inner circumferential surface of the cylindrical portion 73a of the sheath rod 73.

The other end portion of the screw portion 74a in the vehicle longitudinal direction protrudes outside the sheath rod 73 and protrudes outside the mechanism case 71 through the opening 71a of the mechanism case 71. The fixing portion 74b extends downward from the other end portion of the screw portion 74a in the vehicle front-rear direction. A tilt hole 74d penetrates through a distal end portion (lower end portion) of the fixing portion 74b in the vehicle width direction (the depth direction of the paper in fig. 2). The tilt hole 74d has an overall oval shape that is long in the vehicle front-rear direction when viewed from the vehicle width direction. A cover 79 that covers the screw portion 74a and the opening 71a of the mechanism case 71 is attached to the other end portion of the screw portion 74a in the vehicle longitudinal direction. The cover 79 has a bellows shape and is capable of expanding and contracting in the vehicle front-rear direction.

A brake shoe holder 75 for supporting the brake shoe 40 is coupled to a boundary portion between the threaded portion 74a and the fixed portion 74b of the push rod 74 via a coupling pin 82. The brake shoe holder 75 has a substantially triangular shape whose width in the vertical direction increases toward the other side in the vehicle longitudinal direction when viewed from the vehicle width direction. The other surface of the brake shoe holder 75 in the vehicle longitudinal direction is a curved surface corresponding to the tread surface 32a of the wheel 32. The brake shoe holder 75 can swing about the coupling pin 82.

A substantially cylindrical tilt pin 84 protrudes from one side surface in the vehicle width direction of the brake shoe holder 75. The tilt pin 84 is located inside the tilt hole 74d of the push rod 74. Thus, the swingable range of the brake shoe holder 75 is limited due to the abutting relationship between the tilt pin 84 and the tilt hole 74d in the push rod 74.

The protruding portion 71A protrudes from the outer surface of the other side in the vehicle front-rear direction in the mechanism case 71 toward the other side in the vehicle front-rear direction. The protruding portion 71A is located above the coupling pin 82 coupled to the brake shoe holder 75 in the vehicle vertical direction. In the present embodiment, the protruding portion 71A is integrally formed with the mechanism housing 71 and the drive housing 61.

One end of the rod-shaped boom 76 is connected to the distal end of the protruding portion 71A via a connecting pin 83. The boom 76 is rotatable about a connecting pin 83. The other end of the boom 76 is coupled to the brake shoe holder 75 via a coupling pin 82. Therefore, the brake shoe holder 75 and the brake shoe 40 coupled to the suspension rod 76 are rotated about the coupling pin 83. Further, the coupling pin 83 is located outside the mechanism case 71, and therefore, is exposed to the outside of the brake device 50.

An angle sensor 89 for detecting a rotational angle position of the boom 76 with respect to the protruding portion 71A about the coupling pin 83 is attached to a coupling portion between the protruding portion 71A and the boom 76. The angle sensor 89 is, for example, a rotary potentiometer. In the present embodiment, the angle sensor 89 is a detection unit that detects the position of a component of the brake device 50. The boom 76 is a component of the brake device 50 that detects the turning position (turning angle position) by the detection unit.

A brake shoe 40 is fixed to the other surface of the brake shoe holder 75 in the vehicle longitudinal direction. The brake shoe 40 has a substantially arc shape following the tread surface 32a of the wheel 32. The brake shoe 40 is a brake friction material that is pressed against the tread surface 32a of the wheel 32 to generate a braking force by a frictional force, and the material of the brake shoe 40 is cast iron, synthetic resin, sintered body, or the like.

As shown in fig. 2, a clearance adjustment mechanism 90 for adjusting the clearance between the brake shoe 40 and the tread surface 32a of the wheel 32 is mounted inside the mechanism case 71. The gap adjustment mechanism 90 is disposed so as to surround the radially outer side of the gear portion 73c of the sheath rod 73.

Specifically, as shown in fig. 4 (a), the gap adjustment mechanism 90 includes a rod-shaped 1 st link 91. The 1 st link 91 extends in the vehicle vertical direction (vertical direction in fig. 4 a) at a position on one side in the vehicle width direction (right side in fig. 4 a) of the sheath rod 73. A roller portion 91A that abuts against the abutting portion 72A in the lever 72 is attached to an upper end portion of the 1 st link 91. A substantially cylindrical columnar portion 91B extends downward from the lower end portion of the 1 st link 91. The outer diameter of the cylindrical portion 91B is smaller than the width of the 1 st link 91.

The spring receiving portion 92 is located near the lower end of the cylindrical portion 91B. The spring receiving portion 92 is fixed to the mechanism case 71. The spring receiving portion 92 has a through hole 92a penetrating therethrough in the vehicle vertical direction. The lower end of the columnar portion 91B passes through the through hole 92a of the spring receiving portion 92. A 1 st coil spring 93 is mounted between a step portion between the 1 st link 91 and the cylindrical portion 91B and the spring receiving portion 92. A part of the upper end side of the columnar portion 91B penetrates inside the 1 st coil spring 93. The 1 st coil spring 93 biases the 1 st link 91 upward. The band plate-shaped tooth pressing portion 94 extends from the upper surface of the spring receiving portion 92 toward the gear portion 73c in the sheath rod 73. The tip of the gear pressing portion 94 abuts against the gear portion 73 c. Further, since the gear pressing portion 94 abuts against the gear portion 73c, the sheath rod 73 is prevented from rotating carelessly because the sheath rod 73 is resistant to rotation in the circumferential direction.

One end of a rod-shaped 2 nd link 95 is rotatably coupled to a substantially central portion of the 1 st link 91 in the vehicle vertical direction. The 2 nd link 95 extends from the 1 st link 91 to the other side (the left side in fig. 4) in the vehicle width direction at a position above the sheath rod 73. The other end of the 2 nd link 95 reaches the other side in the vehicle width direction than the sheath rod 73. A part of the 2 nd link 95 at a halfway position in the longitudinal direction (in the present embodiment, a part closer to the 1 st link 91 side than the center in the longitudinal direction) is supported by the mechanism housing 71 via a support shaft 95A. The 2 nd link 95 is rotatable about a support shaft 95A with respect to the mechanism housing 71. Further, a 1 st support portion 96 extending from the support shaft 95A toward the gear portion 73c is connected to the support shaft 95A. Part of 1 st support portion 96 is disposed so as to be located in the vicinity of the outer peripheral portion of gear portion 73 c.

A claw portion 97 is rotatably coupled to the other end portion of the 2 nd link 95 via a coupling pin 95B. The claw portion 97 extends obliquely downward from the other end portion of the 2 nd link 95 toward the gear portion 73c side. Further, the tip portion 97a of the claw portion 97 abuts against the outer peripheral portion (tooth portion) of the gear portion 73c of the sheath rod 73.

One end of a 2 nd coil spring 98 that biases the claw portion 97 downward is fixed to the claw portion 97. The 2 nd coil spring 98 extends downward from the claw portion 97 at the other side (the left side in fig. 4 a) in the vehicle width direction than the sheath rod 73. The other end portion of the 2 nd coil spring 98 is fixed to a fixing pin 98A protruding from the mechanism case 71. The fixing pin 98A is located on one side (the 1 st link 91 side) in the vehicle width direction with respect to a fixing portion between one end portion of the 2 nd coil spring 98 and the claw portion 97. Therefore, the 2 nd coil spring 98 slightly biases the claw portion 97 obliquely downward toward the sheath rod 73.

Further, a 2 nd support portion 99 extending from the fixing pin 98A toward the gear portion 73c side is fixed to the fixing pin 98A. Part of the 2 nd support portion 99 is disposed in the vicinity of the outer periphery of the gear portion 73 c. The 2 nd support portion 99 is located in the opposite direction to the 1 st support portion 96 via the gear portion 73 c. The 2 nd supporting portion 99 and the 1 st supporting portion 96 suppress an excessive displacement of the positional relationship between the gear portion 73c of the sheath rod 73 and the distal end portion 97a of the claw portion 97 accompanying vibration of the brake device 50 and the like.

As shown in fig. 2, an adjustment nut 77 having a bottomed cylindrical shape as a whole is attached to a wall portion of the mechanism case 71 on one side in the vehicle front-rear direction. An adjusting nut 77 is located on the central axis of the sheath rod 73. A part of the adjusting nut 77 is exposed to the outside of the mechanism case 71. The adjustment nut 77 is supported to be rotatable with respect to the mechanism case 71. A coupling gear 77B is attached to the other end portion of the adjusting nut 77 in the vehicle longitudinal direction via a coupling spring 77A. The coupling gear 77B is located on the central axis of the sheath rod 73. The coupling gear 77B switches the coupling state with respect to the coupling gear 73d of the sheath rod 73 according to the position of the sheath rod 73 that moves by the driving of the brake device 50.

As shown in fig. 1, a display 25 for displaying various information related to the driving of the railway vehicle 100 is mounted inside the vehicle body 10, for example, on a console. Further, a control device 20 is mounted inside the vehicle body 10. The control device 20 is connected to a console (display 25). The control device 20 includes a control unit 21 that controls the drive unit 60 of the brake device 50, and a calculation unit 22 that calculates the amount of wear of the brake shoes 40. An angle sensor 89 is electrically connected to the control device 20. A signal indicating a rotational angular position of the boom 76 with respect to the projection 71A about the coupling pin 83 is input from the angle sensor 89 to the control device 20.

Information on the timing when the new brake shoe 40 is fixed, the amount of wear up to the wear limit of the new brake shoe 40, and the like is input to the control device 20 by an operator or the like who fixes the new brake shoe 40, and the information is stored in the control device 20. The wear limit of the brake shoe 40 is a standard position indicating that the worn brake shoe 40 is replaced with a new brake shoe 40 in order to generate an appropriate braking force by the brake shoe 40.

Next, the operation of the brake device 50 controlled by the control unit 21 in the control device 20 will be described. When the compressed air is introduced into the drive housing 61 through the introduction hole 61b under the control of the control unit 21, the piston 62 and the output shaft 63 move to one side in the vehicle longitudinal direction as indicated by an arrow a in fig. 2. Then, as shown by an arrow B in fig. 2, the lever 72 rotates in the circumferential direction (clockwise direction in fig. 2) about the support shaft 78. At this time, as shown by an arrow C in fig. 2, the lower end portion of the lever 72 moves to the other side in the vehicle front-rear direction opposite to the moving direction of the output shaft 63. Accordingly, the sheath rod 73 coupled to the lever 72 and the push rod 74 coupled to the sheath rod 73 also move to the other side in the vehicle front-rear direction. Then, the brake shoe holder 75 and the brake shoe 40 move to the side close to the tread 32a of the wheel 32, and the brake shoe 40 abuts against the tread 32a of the wheel 32.

On the other hand, when the compressed air is not introduced into the drive housing 61 through the introduction hole 61b, the piston 62 and the output shaft 63 move in the opposite direction to the arrow a shown in fig. 2 to the other side in the vehicle front-rear direction. Then, the lever 72 rotates about the support shaft 78 in the other circumferential direction (counterclockwise direction in fig. 2) in the direction opposite to the arrow B shown in fig. 2. At this time, the lower end portion of the lever 72 moves in the direction opposite to the arrow C shown in fig. 2 to the side of the vehicle front-rear direction opposite to the moving direction of the output shaft 63. Accordingly, the sheath rod 73 coupled to the lever 72 and the push rod 74 coupled to the sheath rod 73 also move to one side in the vehicle front-rear direction. Then, the brake shoe holder 75 and the brake shoe 40 move to the side away from the tread 32a of the wheel 32, and the brake shoe 40 separates from the tread 32a of the wheel 32.

Here, when the brake shoe 40 abuts against the tread surface 32a of the wheel 32, the brake shoe 40 is gradually worn by friction with the tread surface 32a of the wheel 32 as shown in fig. 3. Therefore, when the brake shoe 40 is worn to a predetermined wear limit, the brake shoe 40 needs to be replaced with a new brake shoe 40. Further, since the components constituting the brake device 50, for example, the suspension rod 76, do not come into contact with the wheel 32, the frequency of replacement of the brake shoes 40 is higher than the frequency of replacement of the components constituting the brake device 50. When the brake shoe 40 is worn, the gap between the brake shoe 40 and the tread 32a of the wheel 32 before the driving unit 60 is driven tends to increase. Further, the larger the gap between the brake shoe 40 and the tread 32a of the wheel 32 before the driving of the driving unit 60, the larger the amount of movement of the brake shoe holder 75 and the brake shoe 40 due to the driving of the brake device 50. In fig. 3, the position of the boom 76 when the brake shoe 40, which is not worn, abuts against the tread surface 32a of the wheel 32 is shown in a virtual manner by a two-dot chain line.

When the brake shoe holder 75 moves to the other side in the vehicle longitudinal direction as indicated by arrow C in fig. 2, the boom 76 coupled to the brake shoe holder 75 rotates to one side in the circumferential direction (clockwise direction in fig. 2) about the coupling pin 83 fixed to the protruding portion 71A as indicated by arrow D in fig. 2. Here, the turning state of the boom 76 when the brake shoe 40 abuts against the tread surface 32a of the wheel 32 changes according to the amount of wear of the brake shoe 40. Specifically, as the wear amount of the brake shoe 40 increases, the brake shoe holder 75 comes closer to the tread surface 32a of the wheel 32 when the brake shoe 40 abuts against the tread surface 32a of the wheel 32. When the brake shoe 40 abuts against the tread surface 32a of the wheel 32, the position of the other end of the boom 76 connected to the brake shoe holder 75 changes so as to be closer to the tread surface 32a of the wheel 32. Therefore, the rotational angular position of the suspension lever 76 with respect to the protruding portion 71A about the coupling pin 83 changes according to the amount of wear of the brake shoe 40.

When the lever 72 is rotated to one side in the circumferential direction about the support shaft 78 as shown by an arrow B in fig. 2, the contact portion 72A of the lever 72 contacts the roller portion 91A of the gap adjustment mechanism 90. Then, as indicated by an arrow E in fig. 4 (b), the 1 st link 91 in the gap adjustment mechanism 90 moves downward. When the 2 nd link 95 is rotated about the support shaft 95A to one side in the circumferential direction (clockwise direction in fig. 4), the claw portion 97 moves upward as indicated by an arrow F in fig. 4 b. The clearance between the brake shoe 40 and the tread 32a of the wheel 32 before the driving of the driving unit 60 is adjusted according to the amount of movement of the claw portion 97.

Specifically, the lever 72 is rotated about the support shaft 78 to a large extent as the gap between the brake shoe 40 and the tread 32a of the wheel 32 before the driving unit 60 is driven becomes larger. Then, the amount of movement of the 1 st link 91 that is moved due to the abutment of the abutment portion 72A in the lever 72 becomes large. The greater the amount of movement of the 1 st link 91, the greater the amount of movement of the claw portion 97.

When the moving amount of the distal end portion 97a of the pawl portion 97 is equal to or more than 1 pitch of the tooth portion of the gear portion 73c, the distal end portion 97a of the pawl portion 97 meshes with the gear portion 73c of the sheath rod 73 as shown in fig. 4 (c) when the contact relationship between the contact portion 72A of the lever 72 and the roller portion 91A of the 1 st link 91 is released. Then, as indicated by an arrow G in fig. 4 (d), the claw portion 97 rotates the sheath rod 73 to the other side in the circumferential direction (counterclockwise direction in fig. 4) by the biasing force of the 2 nd coil spring 98. As indicated by arrow C in fig. 2, the rotation of the sheath rod 73 causes the pusher 74 to move toward the other side in the vehicle longitudinal direction with respect to the sheath rod 73. Then, the clearance between the brake shoe 40 and the tread 32a of the wheel 32 before the driving of the driving unit 60 is reduced.

On the other hand, if the moving amount of the tip end portion 97a of the claw portion 97 is smaller than the 1 pitch amount of the tooth portion in the gear portion 73c, the tip end portion 97a of the claw portion 97 does not mesh with the gear portion 73c in the sheath rod 73 when the abutting relationship between the abutting portion 72A in the lever 72 and the roller portion 91A of the 1 st link 91 is released. Therefore, the sheath rod 73 does not rotate in the circumferential direction. Since the pushrod 74 does not move in the vehicle longitudinal direction with respect to the sheath rod 73, the gap between the brake shoe 40 and the tread surface 32a of the wheel 32 before the driving unit 60 drives is not changed and is maintained.

As shown in fig. 2, when the sheath rod 73 is positioned on the other side in the vehicle longitudinal direction by the driving of the brake device 50, the coupling gear 77B is not coupled to the coupling gear 73d of the sheath rod 73. On the other hand, when the brake device 50 is not driven and the sheath rod 73 is positioned on one side in the vehicle longitudinal direction, the coupling gear 77B is coupled to the coupling gear 73d of the sheath rod 73. When the coupling gear 77B is coupled to the coupling gear 73d of the sheath rod 73 in this manner, the operator or the like can adjust the rotation angle of the sheath rod 73 with respect to the pusher 74 by manually rotating the adjustment nut 77. By adjusting the rotation angle of the sheath rod 73 with respect to the pushrod 74, the size of the gap between the brake shoe 40 and the tread surface 32a of the wheel 32 before the driving unit 60 drives can be adjusted.

Next, a wear determination process of the brake shoe 40 performed by the control device 20 will be described. The control device 20 repeatedly executes the wear determination process at predetermined intervals from when the system start switch of the railway vehicle 100 is turned on and the control device 20 starts operating to when the system start switch is turned off and the control device 20 ends operating.

As shown in fig. 5, when the control device 20 starts the wear determination process, the process of step S11 is executed. In step S11, the control device 20 determines whether or not the amount of change X in the detection value detected by the angle sensor 89 is equal to or less than a predetermined value Z set in advance. Here, the amount of change X in the detection value of the angle sensor 89 is the absolute value of the difference between the detection value of the angle sensor 89 detected this time and the detection value of the angle sensor 89 detected last time. The predetermined value Z is determined as follows. A reference value of the turning angle position of the boom 76 that changes per unit time when the brake shoe 40 moves from the position spaced apart from the wheel 32 to the position where the brake shoe 40 abuts the tread 32a of the wheel 32 due to the driving of the brake device 50 is set as a reference value. The predetermined value Z is determined to be a value smaller than the above-described reference value. That is, the predetermined value Z is a value for determining that the brake device 50 is in a state of transition from the non-braking state to the braking state, or is not in a state of transition from the braking state to the non-braking state. In step S11, if the control device 20 determines that the amount of change X in the detection value detected by the angle sensor 89 is greater than the predetermined value Z set in advance (no in S11), the wear determination process ends this time. On the other hand, when the control device 20 determines in step S11 that the amount of change X in the detection value detected by the angle sensor 89 is equal to or less than the preset predetermined value Z (yes in S11), the process proceeds to step S12.

In step S12, the control device 20 determines whether the brake device 50 is being driven. If the control device 20 determines in step S12 that the brake device 50 is not being driven (no in S12), the present wear determination process ends. On the other hand, when the control device 20 determines in step S12 that the brake device 50 is being driven (yes in S12), the process proceeds to step S13. That is, when it is determined that the brake shoe 40 is in contact with the tread surface 32a of the wheel 32 by the driving of the brake device 50 and the detection value detected by the angle sensor 89 is the detection value when the rotation angle of the boom 76 is not changed by the driving of the brake device 50, the process proceeds to step S13.

In step S13, the control device 20 determines whether or not the brake is the first brake by the new brake shoe 40. Here, the new brake shoe 40 refers to a new brake shoe 40 that is first fixed to the brake device 50 or a new brake shoe 40 that is replaced by a worn brake shoe 40 when the brake shoe 40 fixed to the brake device 50 is worn. The control device 20 determines whether or not the brake is the first brake by the new brake shoe 40 based on the timing when the new brake shoe 40 is fixed. If the control device 20 determines in step S13 that the brake is the first brake by the new brake shoe 40 (yes in S13), the process proceeds to step S14.

In step S14, the control device 20 stores the detection value detected by the angle sensor 89 this time as the initial value of the rotational angular position of the boom 76 with respect to the protruding portion 71A around the connecting pin 83. In the present embodiment, the initial value stored in step S14 is the position detected by the detection unit at an arbitrary time. After that, the control device 20 ends the wear determination process this time.

On the other hand, when the controller 20 determines in step S13 that the brake is not the first brake by the new brake shoe 40 (no in S13), the process proceeds to step S21. In step S21, the control device 20 stores the detection value detected by the angle sensor 89 this time as the current value of the rotational angular position of the boom 76 with respect to the protruding portion 71A about the connecting pin 83. In the present embodiment, the current value stored in step S21 is the position detected by the detection unit at a time point later than an arbitrary time point. After that, the control device 20 advances the process to step S22.

In step S22, the calculation unit 22 in the control device 20 calculates the amount of wear of the brake shoes 40. Here, when the brake shoe 40 comes into contact with the tread surface 32a of the wheel 32 as the brake shoe 40 wears, the brake shoe holder 75 changes so as to come closer to the tread surface 32a of the wheel 32. The position of the other end of the boom 76 connected to the brake shoe holder 75 is changed so as to be close to the tread surface 32a of the wheel 32. Therefore, the rotational angular position of the suspension lever 76 with respect to the protruding portion 71A about the coupling pin 83 changes according to the amount of wear of the brake shoe 40. Therefore, the calculation unit 22 calculates the amount of wear of the brake shoes 40 based on the initial value of the pivotal angular position of the boom 76 with respect to the protruding portion 71A about the coupling pin 83 in step S14 and the current value of the pivotal angular position of the boom 76 with respect to the protruding portion 71A about the coupling pin 83 in step S21. The wear amount of the brake shoe 40 is an absolute value of a difference between a thickness of the brake shoe 40 in a radial direction of the wheel 32 in a state where the brake shoe 40 is not worn and a thickness of the brake shoe 40 in a worn state. After that, the control device 20 advances the process to step S23.

In step S23, the control device 20 determines whether the calculation of the wear amount of the brake shoe 40 in step S22 is the first calculation of the wear amount of the brake shoe 40. In step S23, if the controller 20 determines that the calculation of the wear amount of the brake shoe 40 in step S22 is the first calculation of the wear amount of the brake shoe 40 (yes in S23), the present wear determination process is ended. On the other hand, in step S23, if the controller 20 determines that the calculation of the wear amount of the brake shoe 40 in step S22 is not the first calculation of the wear amount of the brake shoe 40 (no in S23), the process proceeds to step S24.

In step S24, the calculation unit 22 in the control device 20 calculates the wear rate of the brake shoes 40. Specifically, the calculation unit 22 calculates the wear rate of the brake shoe 40 based on the absolute value of the difference between the current amount of wear of the brake shoe 40 and the first amount of wear of the brake shoe 40, and the length of the period from the calculation of the first amount of wear of the brake shoe 40 to the current calculation of the amount of wear of the brake shoe 40. For example, when the absolute value of the difference between the current amount of wear of the brake shoe 40 and the first amount of wear of the brake shoe 40 is 10mm and the length of the period from the calculation of the first amount of wear of the brake shoe 40 to the calculation of the current amount of wear of the brake shoe 40 is 50 days, the brake shoe 40 is worn at a wear rate of 0.2mm per day. In the first braking by the brake shoe 40, the wear amount of the brake shoe 40 is small and the change amount of the detection value of the angle sensor 89 is extremely small, and therefore the wear amount of the brake shoe 40 at first is usually substantially zero. Therefore, in the present embodiment, the first wear amount (zero) of the brake shoe 40 is the wear amount of the brake shoe 40 at an arbitrary time point. The wear amount of the brake shoe 40 at this time is the wear amount of the brake shoe 40 later than an arbitrary time point. In the case where the wear rate of the brake shoe 40 cannot be calculated appropriately, for example, in the case where the absolute value of the difference between the wear amount of the brake shoe 40 at this time and the wear amount of the first brake shoe 40 is 0 (zero) mm, the wear rate in step S24 is set to 0 (zero). After that, the control device 20 advances the process to step S25.

In step S25, the calculation unit 22 in the control device 20 predicts the replacement timing of the brake shoes 40. Specifically, the calculation unit 22 calculates the replacement timing of the brake shoe 40 based on the wear rate of the brake shoe 40 at this time calculated in step S24, which is a value obtained by subtracting the wear amount of the brake shoe 40 at this time calculated in step S22 from the wear amount up to the wear limit of the new brake shoe 40. For example, when the wear amount up to the wear limit of the new brake shoe 40 is 40mm and the wear amount of the current brake shoe 40 calculated in step S22 is 10mm, a value obtained by subtracting the wear amount of the current brake shoe 40 calculated in step S22 from the wear amount up to the wear limit of the new brake shoe 40 is 30 mm. When the wear rate of the brake shoe 40 at this time calculated in step S24 is 0.2mm per day, the replacement time of the brake shoe 40 is 150 days later from the current time point. When the wear rate of the brake shoe 40 at this time calculated in step S24 is 0 (zero), the replacement timing of the brake shoe 40 set in advance (for example, 200 days later) is set as the replacement timing in step S25. After that, the control device 20 advances the process to step S26.

In step S26, control device 20 determines whether or not the replacement timing of brake shoe 40 has elapsed. Specifically, when the replacement timing predicted by the controller 20 in step S25 is 0 day or less, the controller 20 determines that the replacement timing of the brake shoe 40 has elapsed. That is, when the wear amount of the brake shoe 40 calculated in step S22 this time is equal to or greater than the wear amount up to the wear limit of the brake shoe 40, it is determined that the replacement timing of the brake shoe 40 has elapsed. If it is determined in step S26 that the time for replacing brake shoe 40 has elapsed (yes in S26), control device 20 proceeds to step S31.

In step S31, the control device 20 displays a warning indicating that the replacement timing of the brake shoe 40 has elapsed on the display 25. After that, the control device 20 ends the wear determination process this time.

On the other hand, when the control device 20 determines in step S26 that the replacement timing of the brake shoes 40 has not elapsed (no in S26), the process proceeds to step S32. In step S32, the control device 20 displays the replacement timing predicted in step S25 on the display 25. After that, the control device 20 ends the wear determination process this time.

The operation and effect of the present embodiment will be described.

(1) The calculation unit 22 in the control device 20 calculates the amount of wear of the brake shoe 40 based on the rotational angle position of the boom 76 with respect to the protruding portion 71A around the coupling pin 83 detected by the angle sensor 89.

Here, if it is assumed that a sensor for detecting the amount of wear of the brake shoe 40 is attached to the brake shoe 40, it is necessary to attach a new sensor to the brake shoe 40 every time a new brake shoe 40 is replaced with a worn brake shoe 40. Therefore, when the sensor is attached to the brake shoe 40, the work for replacing the brake shoe 40 is easily complicated.

The angle sensor 89 is attached to a coupling portion between the brake device 50 that moves the brake shoe 40 relative to the tread surface 32a of the wheel 32, specifically, the projection 71A and the boom 76. That is, the angle sensor 89 is not attached to the brake shoe 40 itself. Therefore, when replacing a worn brake shoe 40 with a new brake shoe 40, the work of attaching a sensor to the new brake shoe 40 is not required. Therefore, the work for replacing the brake shoe 40 can be simplified as compared with a structure in which a sensor is attached to the brake shoe 40.

(2) The angle sensor 89 is attached to a connection portion between the projection 71A and the boom 76 in the brake device 50. Here, in general, the angle sensor 89 (rotary potentiometer) for the pivotal angle position of the boom 76 with respect to the protrusion 71A around the coupling pin 83 is smaller than a linear potentiometer for calculating the linear movement distance. Therefore, the outer shape of the angle sensor 89 does not become excessively large, and the outer shape of the entire brake device 50 does not become excessively large due to the excessively large outer shape of the angle sensor 89.

(3) The angle sensor 89 is attached to a connection portion between the projecting portion 71A exposed to the outside of the brake device 50 and the boom 76. Therefore, the work of attaching the angle sensor 89 to the brake device 50 can be performed without disassembling the mechanism case 71 or the like, and the work of attaching can be simplified easily. Thus, for example, the angle sensor 89 can be easily attached to a conventional brake device that is attached to the bogie 30 without the angle sensor 89.

(4) In other words, if the angle sensor 89 is to be disposed inside the mechanism case 71 of the brake device 50, a space for mounting the angle sensor 89 needs to be secured inside the mechanism case 71. Therefore, when the angle sensor 89 is mounted inside the mechanism case 71, design changes such as the shape of the mechanism case 71 and the arrangement of components inside the mechanism case 71 may be forced.

In this regard, as described above, the angle sensor 89 is attached to the connection portion between the projecting portion 71A exposed to the outside of the brake device 50 and the boom 76. Therefore, the possibility that the design change is necessary is low as compared with a configuration in which the angle sensor 89 is disposed inside the mechanism case 71 in the brake device 50.

(5) The calculation section 22 in the control device 20 calculates the wear speed of the brake shoes 40 based on the wear amount of the brake shoes 40. The calculation unit 22 in the control device 20 predicts the time of replacement of the brake shoe 40 based on the value obtained by subtracting the current amount of wear of the brake shoe 40 from the amount of wear up to the limit of wear of the new brake shoe 40, and the current rate of wear of the brake shoe 40. This enables the operator or the like to appropriately plan the timing for replacing the brake shoe 40 based on the predicted replacement timing of the brake shoe 40.

(6) When the railway vehicle 100 is running, the bogie 30 vibrates due to the vibration transmitted from the wheels 32. Here, if the control device 20 is mounted on the bogie 30, the control unit 21 and the calculation unit 22 in the control device 20 may be damaged by vibration.

The controller 20 is mounted inside the vehicle body 10 above the air spring 35. Therefore, the vibration transmitted from the bogie 30 to the vehicle body 10 is reduced by the air spring 35. Thus, for example, compared to a configuration in which the control device 20 is mounted on the bogie 30 below the air spring 35, the vibration transmitted to the control unit 21 and the calculation unit 22 in the control device 20 is reduced. Therefore, the control unit 21 and the calculation unit 22 in the control device 20 can be prevented from being out of order due to vibration.

(embodiment 2)

Hereinafter, embodiment 2 will be described with reference to fig. 6 and 7. Note that, in the description of embodiment 2, differences from embodiment 1 will be mainly described, and the same components as those of embodiment 1 are denoted by the same reference numerals, and the detailed description thereof will be omitted or simplified.

In embodiment 2, a disk 33 having a circular disk shape is fixed between two wheels 32 of each axle 31. Two disks 33 are arranged so as to be separated in the vehicle width direction. The disk 33 rotates integrally with the axle 31 and the wheel 32.

A brake device 150 for braking the rotation of the disk 33 is attached to the bogie 30. As shown in fig. 6, the brake device 150 is a so-called disc brake type brake device that brakes rotation of the disc 33 by sandwiching the disc 33 to be braked between a pair of brake pads 140 as a braking portion. In the railway vehicle 100, a total of 8 braking devices 150 are mounted corresponding to a total of 8 discs 33.

The brake device 150 is disposed adjacent to the disc 33 on one side (lower side in fig. 6) in the vehicle front-rear direction. The brake device 150 includes a driving unit 160 serving as a driving source for driving the brake pads 140, and a mechanism unit 170 for transmitting a driving force from the driving unit 160 to the pair of brake pads 140.

The drive unit 160 includes a cylindrical main body 161 extending in the vehicle width direction (the left-right direction in fig. 6) as a whole, and an output unit 162 moving in the vehicle width direction relative to the main body 161. The main body 161 is disposed on one side (the right side in fig. 6) in the vehicle width direction with respect to the output portion 162. An internal space for introducing compressed air from an unillustrated air source is defined in the main body 161.

An output portion 162 is coupled to the other end portion (left side in fig. 6) of the main body portion 161 in the vehicle width direction via an output shaft (not shown). When the compressed air is introduced into the internal space of the main body 161, the amount of projection of the output portion 162 with respect to the main body 161 increases. Accordingly, the distal end of the output portion 162 moves away from the main body portion 161 in the vehicle width direction. On the other hand, if the compressed air is not introduced into the internal space of the main body 161, the amount of projection of the output portion 162 with respect to the main body 161 decreases. Accordingly, the distal end of the output portion 162 moves closer to the main body portion 161 in the vehicle width direction.

An arm 171 extending toward the other side (upper side in fig. 6) in the vehicle front-rear direction is coupled to both ends of the driving portion 160 in the vehicle width direction. Specifically, one of the pair of arms 171 is rotatably coupled to the body 161 via a coupling pin 181. The other of the pair of arms 171 is rotatably coupled to the output unit 162 via a coupling pin 181.

The other end portion of each arm 171 in the vehicle front-rear direction extends in the vehicle front-rear direction to a position overlapping the disc 33. In other words, the disk 33 is located between the end portions of the pair of arms 171 on the other side in the vehicle front-rear direction. A mounting portion 176 is coupled to the other end portion of each arm 171 in the vehicle longitudinal direction via a coupling pin 185. The mounting portion 176 is coupled to a portion of each arm 171 on the side of the disk 33 in the vehicle width direction. The mounting portion 176 has a substantially triangular shape with a width in the vehicle front-rear direction increasing toward the disk 33 in the vehicle width direction as viewed from above. The surface of the mounting portion 176 on the side of the disk 33 in the vehicle width direction is a flat surface along the end surface of the disk 33. The mounting portion 176 can swing about the coupling pin 185.

The brake pad 140 is fixed to the mounting portion 176. The brake pad 140 has a substantially flat plate shape conforming to the end surface of the disk 33. The brake pad 140 is a brake friction member that is pressed against the disk 33 to generate a braking force by a frictional force, and the material of the brake pad 140 is synthetic resin, sintered body, or the like.

The portions of the pair of arms 171 that are midway in the vehicle longitudinal direction (in the present embodiment, substantially the center portions in the vehicle longitudinal direction) are connected by a support portion 173. The support portion 173 has a Y-shape as a whole when viewed from above. Two upper end portions (the other end portion in the vehicle longitudinal direction) of the Y-shape of the support portion 173 are coupled to the respective arms 171 via coupling pins 183. Therefore, each arm 171 is rotatably coupled to the upper end of the Y-shape of the support portion 173 around the coupling pin 183. The support portion 173 is fixed to the bogie 30 via a bracket, not shown.

An angle sensor 189 for detecting a rotational angle position of the arm 171 with respect to the support portion 173 around the coupling pin 183 is attached to a coupling portion between the arm 171 and the support portion 173. The angle sensor 189 is, for example, a rotary potentiometer. In this embodiment, an angle sensor 189 is attached to only one of the pair of arms 171 (the right arm 171 in fig. 6). In the present embodiment, the angle sensor 189 is a detector that detects the positions of components of the brake device 150. The arm 171 is a component of the brake device 150 whose rotational position (rotational angular position) is detected by a detection unit.

Next, the operation of the brake device 150 controlled by the control unit 21 in the control device 20 will be described. When the compressed air is introduced into the internal space of the main body 161 in the driving portion 160 by the control of the control portion 21, the output portion 162 and the main body 161 move away from each other in the vehicle width direction as indicated by arrows H and K in fig. 6. Then, as indicated by an arrow I in fig. 6, the arm 171 on one side in the vehicle width direction rotates in the circumferential direction (counterclockwise direction in fig. 6) about the coupling pin 183. As indicated by an arrow L in fig. 6, the other arm 171 in the vehicle width direction rotates to the other side in the circumferential direction (clockwise direction in fig. 6) about the coupling pin 183. At this time, as indicated by arrows J and M in fig. 6, the other end portions of the pair of arms 171 in the vehicle front-rear direction move so as to approach each other in the vehicle width direction. Then, the mounting portion 176 and the brake pad 140 move toward the disk 33, and the brake pad 140 abuts against the end surface of the disk 33. Then, the disk 33 is sandwiched by the pair of brake pads 140, and rotation is braked.

On the other hand, if the compressed air is not introduced into the internal space of the main body portion 161 in the driving portion 160 due to the control of the control portion 21, the output portion 162 and the main body portion 161 move so as to approach each other in the vehicle width direction in the direction opposite to the arrow H and the arrow K shown in fig. 6. Then, in the direction opposite to the arrow I shown in fig. 6, the arm 171 on one side in the vehicle width direction rotates to the other side in the circumferential direction (clockwise direction in fig. 6) about the coupling pin 183. The other arm 171 in the vehicle width direction rotates in the circumferential direction (counterclockwise direction in fig. 6) about the coupling pin 183 in the direction opposite to the arrow L shown in fig. 6. At this time, the end portions of the pair of arms 171 on the other side in the vehicle front-rear direction move away in the vehicle width direction in the direction opposite to the arrow J and the arrow M shown in fig. 6. Then, the mounting portion 176 and the brake pad 140 are moved to the side away from the disk 33 and the respective brake pads 140 are separated from the end surface of the disk 33.

Here, when the brake pad 140 abuts against the disk 33, the brake pad 140 gradually wears due to friction with the disk 33 as shown in fig. 7. Thus, it is necessary to replace the brake pad 140 with a new brake pad 140 when the brake pad 140 is worn to a predetermined wear limit. In the brake device 150, since the pair of brake pads 140 sandwich the disc 33 and brake the rotation of the disc 33, the wear amounts of the brake pads 140 are substantially the same. Further, since the components constituting the brake device 150 do not contact the disk 33, the replacement frequency of the brake pad 140 is higher than the replacement frequency of the components constituting the brake device 150. In fig. 7, the position of the arm 171 when the brake pad 140, which is not worn, abuts against the disk 33 is shown in a virtual manner by a two-dot chain line.

Further, when the brake pad 140 is worn, the mounting portion 176 changes so as to approach the disc 33 in the vehicle width direction. The position of the other end of the arm 171 in the vehicle longitudinal direction changes so as to approach the disk 33 in the vehicle width direction. Therefore, the rotational angular position of the arm 171 with respect to the support portion 173 around the coupling pin 183 changes according to the amount of wear of the brake pad 140.

In embodiment 2, the control device 20 also repeatedly executes the wear determination process similar to embodiment 1 at predetermined intervals. In embodiment 2, the same effects as those in embodiments (1) to (6) in embodiment 1 are obtained.

As described above, the rotational angular position of the arm 171 about the coupling pin 183 with respect to the support portion 173 changes according to the amount of wear of the brake pad 140. Therefore, the amount of wear of the brake pad 140 can be calculated based on the rotational angular position of the arm 171 with respect to the support portion 173 centered on the coupling pin 183, which is detected by the angle sensor 189. As described above, the wear amounts of the brake pads 140 are substantially the same. Therefore, it can be estimated that: the amount of wear of one brake pad 140 calculated based on the rotational angular position of the arm 171 with respect to the support portion 173 centered on the coupling pin 183, which is detected by the angle sensor 189, is substantially the same as the amount of wear of the other brake pad 140.

The above embodiments can be modified and implemented as follows. The above embodiments and the following modifications can be combined and implemented within a range not technically contradictory to each other.

In embodiment 1 described above, the configuration for calculating the wear amount of the brake shoe 40 can be changed. For example, as shown in fig. 2 and 3, a rotation sensor 101 as a detection unit for detecting a rotation angle of the sheath rod 73 with respect to the pusher 74 may be attached to the sheath rod 73. The calculation unit 22 may calculate the position of the pushrod 74 relative to the pushrod 73 in the vehicle longitudinal direction based on the rotation angle of the pushrod 73 relative to the pushrod 74, and calculate the amount of wear of the brake shoe 40. As described above, when the gap between the brake shoe 40 and the tread 32a of the wheel 32 before the driving unit 60 is driven due to the wear of the brake shoe 40 becomes a predetermined value or more, the sheath rod 73 is rotated by the gap adjustment mechanism 90 at this time. Then, the push rod 74 moves to the other side in the vehicle front-rear direction with respect to the sheath rod 73 by the rotation of the sheath rod 73. Here, as shown in fig. 2 and 3, the amount of movement of the push rod 74 with respect to the sheath rod 73 increases as the amount of wear of the brake shoe 40 increases.

For example, as shown in fig. 4, a position sensor 102 as a detection unit for detecting the position of the 1 st link 91 with respect to the spring receiver 92 may be attached to the 1 st link 91. The calculation unit 22 may calculate the position of the push rod 74 relative to the sheath rod 73 in the vehicle longitudinal direction based on the position of the 1 st link 91 relative to the spring receiving portion 92, and may calculate the wear amount of the brake shoe 40. As long as the position of the push rod 74 with respect to the sheath rod 73 is the same, the lever 72 is rotated more largely about the support shaft 78 by the driving of the driving unit 60 as the clearance between the brake shoe 40 and the tread 32a of the wheel 32 before the driving unit 60 is driven is larger. Then, as indicated by an arrow E in fig. 4 (b), the amount of movement of the 1 st link 91 that is moved by the abutment of the abutment portion 72A in the lever 72 becomes large. Here, when the sheath rod 73 is rotated by the gap adjustment mechanism 90, the gap between the brake shoe 40 and the tread surface 32a of the wheel 32 before the driving of the driving unit 60 is reduced. When the gap between the brake shoe 40 and the tread surface 32A of the wheel 32 before the driving unit 60 drives is reduced in this manner, the movement amount of the 1 st link 91 that is moved by the contact of the contact portion 72A in the lever 72 is reduced. Therefore, when the amount of movement of the 1 st link 91 due to the driving of the driving unit 60 is reduced, it can be determined that the sheath rod 73 is rotated by the gap adjustment mechanism 90. The position of the push rod 74 relative to the sheath rod 73 in the vehicle longitudinal direction can be calculated from the number of times of gap adjustment by the gap adjustment mechanism 90.

Before and after the sheath rod 73 is rotated by the gap adjustment mechanism 90, the amount of rotation of the lever 72 rotated by the driving of the driving unit 60 changes. Therefore, for example, as shown in fig. 2 and 3, a position sensor 103 as a detection unit that detects the position of one end of the lever 72 with respect to the mechanism case 71 may be attached to the mechanism case 71. The mounting position of the position sensor 103 is, for example, a position in a wall portion of the mechanism case 71 that faces the lever 72. The calculation unit 22 may calculate the position of the push rod 74 relative to the sheath rod 73 in the vehicle longitudinal direction based on the position of the one end portion of the lever 72 relative to the mechanism housing 71, and may calculate the wear amount of the brake shoe 40.

In each of the above modifications, the sheath rod 73, the 1 st link 91, the lever 72, and the like are all located inside the mechanism housing 71 (the brake device 50). As in these modifications, the component whose position is detected by the detection unit may be positioned inside the brake device 50 without being exposed to the outside of the brake device 50.

When the sheath rod 73 is rotated by the gap adjustment mechanism 90, the plunger 74 moves to the other side in the vehicle longitudinal direction with respect to the sheath rod 73 as shown in fig. 3. Therefore, for example, a position sensor 105 as a detection unit that detects the position of the plunger 74 in the vehicle longitudinal direction with respect to the sheath rod 73 may be attached to the sheath rod 73. The calculation unit 22 may calculate the amount of wear of the brake shoe 40 based on the position of the push rod 74 relative to the sheath rod 73 in the vehicle longitudinal direction. Further, the component whose position is detected by the detection unit may be a component that moves linearly.

When the plunger 74 is moved to the other side in the vehicle longitudinal direction with respect to the sheath rod 73 by the gap adjustment mechanism 90, the plunger 74 is also moved to the other side in the vehicle longitudinal direction with respect to the mechanism case 71 in a state before the drive unit 60 is driven. Therefore, for example, the position sensor 106 as a detection portion that detects the position of the push rod 74 with respect to the mechanism case 71 in the vehicle longitudinal direction may be attached to the mechanism case 71. The mounting position of the position sensor is, for example, a portion near the center axis of the threaded portion 74a of the push rod 74 in the mechanism case 71. The calculation unit 22 may calculate the wear amount of the brake shoe 40 based on the position of the push rod 74 with respect to the mechanism case 71.

In the above embodiment 1, for example, the sheath rod 73 and the adjustment nut 77 may be coupled to each other so that both are always rotated integrally. In this case, a rotation sensor 107 as a detection unit for detecting the rotation angle of the adjusting nut 77 with respect to the mechanism case 71 may be attached to the mechanism case 71. The calculation unit 22 may calculate the position of the push rod 74 relative to the sheath rod 73 in the vehicle longitudinal direction based on the rotation angle of the adjustment nut 77 relative to the mechanism housing 71, and may calculate the wear amount of the brake shoe 40.

In embodiment 1 described above, the brake shoe holder 75 is closer to the tread surface 32a of the wheel 32 when the brake shoe 40 abuts against the tread surface 32a of the wheel 32 as the wear amount of the brake shoe 40 increases. Therefore, a position sensor 108 as a detector for detecting the position of the brake shoe holder 75 with respect to the tread surface 32a of the wheel 32 may be attached to the brake shoe holder 75. The calculation unit 22 may calculate the amount of wear of the brake shoes 40 based on the position of the brake shoe holder 75 with respect to the tread surface 32a of the wheel 32. Here, since the brake shoe holder 75 can swing about the connecting pin 82, the amount of wear of the upper end portion of the brake shoe 40 and the amount of wear of the lower end portion of the brake shoe 40 may differ. Therefore, position sensors 108 as detection units for detecting the position of the brake shoe holder 75 with respect to the tread surface 32a of the wheel 32 may be attached to the upper end portion of the brake shoe holder 75 and the lower end portion of the brake shoe holder 75, respectively.

Further, a position sensor as a detection unit that detects the position of the other end of the boom 76 with respect to the tread surface 32a of the wheel 32 may be attached to the other end of the boom 76. The calculation unit 22 may calculate the wear amount of the brake shoe 40 based on the position of the other end of the boom 76 with respect to the tread surface 32a of the wheel 32.

When the brake shoe 40 comes into contact with the tread 32a of the wheel 32 as the amount of wear of the brake shoe 40 increases, the position of the other end portion of the boom 76 connected to the brake shoe holder 75 changes so as to become farther from the mechanism case 71. Therefore, the position sensor 104, which is a detection unit that detects the position of the other end portion of the boom 76 with respect to the mechanism case 71, may be attached to the mechanism case 71. The calculation unit 22 may calculate the wear amount of the brake shoe 40 based on the position of the other end portion of the boom 76 with respect to the mechanism case 71.

In embodiment 2 described above, the configuration for calculating the wear amount of the brake pad 140 can be changed. Here, as described above, when the brake pad 140 is worn, the mounting portion 176 changes so as to approach the disc 33 in the vehicle width direction. Therefore, for example, the position sensor 111 as a detection portion for detecting the position of the mounting portion 176 with respect to the disk 33 may be mounted on the mounting portion 176. The calculation unit 22 may calculate the wear amount of the brake pad 140 based on the position of the mounting portion 176 with respect to the disk 33. Here, when the difference between the amount of wear of one of the pair of brake pads 140 and the amount of wear of the other of the pair of brake pads 140 is too large, the position sensor 111, which is a detection portion that detects the position of the mounting portion 176 with respect to the disk 33, may be mounted on each mounting portion 176.

For example, a position sensor 112 as a detection unit for detecting the position of a portion of the arm 171 on the other side in the vehicle longitudinal direction with respect to the disk 33 may be attached to a portion of the arm 171 on the other side in the vehicle longitudinal direction.

When the brake pad 140 is worn, the position of the end portion of the arm 171 on one side in the vehicle longitudinal direction changes so as to be distant in the vehicle width direction. Therefore, for example, the position sensor 113 as a detection unit that detects the position of a certain portion of the pair of arms 171 in the vehicle longitudinal direction may be attached to a certain portion of the arms 171 in the vehicle longitudinal direction. The calculation unit 22 may calculate the amount of wear of the brake pad 140 based on the position of a certain portion of the pair of arms 171 on one side in the vehicle longitudinal direction.

In embodiment 1 described above, abnormal wear of the brake shoes 40 may be determined by comparing the wear amounts of the brake shoes 40 fixed to the respective brake devices 50. For example, the calculation unit 22 calculates an average value of the wear amounts of the plurality of brake shoes 40. When the wear amount of any one of the brake shoes 40 is larger than the average value by a predetermined value or more, the calculation unit 22 determines that abnormal wear has occurred in the brake shoe 40. The abnormal wear is a phenomenon in which the amount of wear of the brake shoes 40 is excessively increased due to some reason such as the brake shoes 40 being excessively strongly contacted with the wheel 32. The configuration related to the determination of abnormal wear described above can be applied to embodiment 2 in the same manner.

In embodiment 1 described above, the number of angle sensors 89 in the railway vehicle 100 can be changed. For example, when the wear amounts of the respective 8 brake shoes 40 in the railway vehicle 100 are substantially the same, the wear amount of 1 brake shoe 40 may be calculated based on 1 angle sensor 89 in the railway vehicle 100. That is, the number of the angle sensors 89 in the railway vehicle 100 can be changed to 1 or more. Further, the above-described configuration change relating to the number of detection units can be similarly applied to embodiment 2.

In embodiment 1 described above, the wear determination process can be changed. For example, if only the wear amount of the brake shoe 40 is calculated, the processing of step S23 to step S32 may be omitted. If the wear rate of the brake shoe 40 is not calculated in this manner, a warning may be displayed on the display 25 on the condition that the wear amount of the brake shoe 40 reaches the wear limit of the brake shoe 40.

The timing of executing the wear determination process can be changed. For example, instead of executing the wear determination process at a predetermined cycle during the operation of the control device 20, the wear determination process may be executed only during the driving of the brake device 50. Further, the next wear determination process may be executed on the condition that a period (for example, several days) in which the wear amount of the brake shoe 40 is likely to change has elapsed since the previous wear determination process was executed.

The calculation structure of the wear rate of the brake shoe 40 in step S24 can be changed. For example, the calculation unit 22 may calculate the wear rate of the brake shoe 40 based on the absolute value of the difference between the current amount of wear of the brake shoe 40 and the current amount of wear of the brake shoe 40 a predetermined number of times before the current time, and the length of the period from the calculation of the amount of wear of the brake shoe 40 a predetermined number of times before the current time to the calculation of the amount of wear of the brake shoe 40 a current time. Further, the configuration change related to the wear determination process described above can be applied to embodiment 2 in the same manner.

In the above-described embodiments 1 and 2, the mode indicating the replacement timing of the brake shoe 40 can be changed. For example, the timing of replacing the brake shoe 40 may be indicated by lighting a lamp. For example, information indicating the replacement timing of the brake shoe 40 may be transmitted to a control center or the like outside the railway vehicle 100 by wireless communication or the like, and the information may be received by the control center or the like.

In the above-described embodiments 1 and 2, the mounting position of the control device 20 can be changed. For example, the control unit 20 may be attached to the bogie 30 as long as the control unit 21 and the calculation unit 22 of the control device 20 have high durability against vibration. For example, the control device 20 may be attached to a wall portion of the mechanism case 71 in each brake device 50. In this case, the brake device 50 and the control device 20 are integrally configured, and therefore, the brake device 50 and the control device 20 are regarded as one brake device.

Regardless of the structure of the braking devices according to embodiments 1 and 2, a technique for calculating the amount of wear of the braking portion can be applied to any braking device in which the braking portion is moved by mechanically transmitting the driving force. That is, regardless of the structure of the brake device, the detection unit may be attached to a component of the brake device that moves together with the brake unit.

Claims

1. A wear amount calculation device is provided with:

a detection unit that detects a position of a component of a brake device that moves together with a brake unit that is driven using compressed air as a power source and generates a braking force based on a frictional force with a braking target, the component being a member that rotates in opposite directions about a rotation axis during braking when the brake unit is close to the braking target and during non-braking when the brake unit is away from the braking target; and

and a calculation unit that calculates an amount of wear of the brake unit based on a rotational position of the component detected by the detection unit at an arbitrary time point during braking, the rotational position being centered on the rotational axis, and a rotational position of the component detected by the detection unit at a time point later than the arbitrary time point during braking.

2. The wear amount calculation device according to claim 1,

the rotation shaft is exposed to the outside of the braking device,

the detection portion detects a rotational position of the constituent part around the exposed rotational shaft.

3. The wear amount calculation apparatus according to claim 1 or 2,

the calculation unit calculates a wear rate of the brake unit based on a wear amount of the brake unit at an arbitrary time point and a wear amount of the brake unit at a time point later than the arbitrary time point.

4. A wear amount calculation device for a railway includes:

a detection unit that detects positions of components of a brake device for a railway that moves together with a brake unit that generates a braking force based on a frictional force; and

a calculation unit that calculates an amount of wear of the brake unit based on the position of the component detected by the detection unit at an arbitrary time point and the position of the component detected by the detection unit at a time point later than the arbitrary time point,

the calculation unit is mounted above an air spring fixed to a bogie.

5. An abnormal wear determination device is provided with:

a plurality of detection units provided for each of the plurality of brake devices, for detecting positions of components of each of the brake devices that move together with the brake unit that is driven using compressed air as a power source and generates a braking force based on a frictional force with a braking target, the components of each of the brake devices being members that rotate in opposite directions about a rotation axis when the brake unit is in a braking state in which the brake unit is in proximity to the braking target and when the brake unit is not in a braking state in which the brake unit is away from the braking target; and

and a calculation unit that calculates an amount of wear of the brake unit of each brake device based on a rotational position of the component of each brake device around the rotational axis detected by the plurality of detection units at an arbitrary time point during braking and a rotational position of the component of each brake device around the rotational axis detected by the plurality of detection units at a time point later than the arbitrary time point and during braking, and determines abnormal wear of the brake unit of each brake device by comparing the amounts of wear of the brake units of the plurality of brake devices.

6. A brake device is provided with:

a detection unit that detects a position of a component of a brake device that moves together with a brake unit that is driven using compressed air as a power source and generates a braking force based on a frictional force with a braking target, the component being a member that rotates in opposite directions about a rotation axis during braking when the brake unit is close to the braking target and during non-braking when the brake unit is away from the braking target;

a calculation unit that calculates an amount of wear of the brake unit based on a rotational position of the component detected by the detection unit at an arbitrary time point during braking, the rotational position being centered on the rotational axis, and a rotational position of the component detected by the detection unit at a time point later than the arbitrary time point during braking;

a driving section for moving the braking section; and

and a mechanism portion provided to transmit the driving force from the driving portion to the braking portion, the mechanism portion including the constituent components in a part thereof.